Governor



Jan. 22, 1946. QLSON AL 2,393,556

GOVERNOR Filed Jan. 8, 1944 2 Sheets-Sheet 1 Elmer 02am )[ili'opJfiiZZZer INVENTOR I BY. w

Jan. 22, 1946- E. OLSON ET AL 2,393,556

GOVERNOR Filed Jan. 8, 1944 2 Sheets-Sheet 2 [Zmcr 025012 & 1/1720]:clfi izllfl 1 N VEN TOR Patented Jan. 22, 1946 GOVERNOR Elmer Olson,Ferndale, and Milton J. Kittler, De-

troit, Ml Earl Holley ch., assignors to George M. Holley and ApplicationJanuary 8, 1944, Serial No. 517,592

1 Claim.

The object of this invention is to modify the action of a centrifugalgovernor so that it is responsive-to both the. revolutions per minute ofthe engine. and to the rate of --change of the number of revolutions perminute; If a centrifugal governor is u'bjected to a severe test, thatisxto say, if the load is completely thrown ofLat a.

given instant, theengin'e necessarily increases beyond the governedspeed because when theengine reaches the governed speed, it isaccelerthe governor acts; the engine speed exceeds the governed speed.This difference between the gover'ned speed and the actual speed atwhich the engine is checked by the governor when the load is thrown offis known as the over-run. Obviously it is desirable that the normalgoverned 7 ating and therefore during the period of time that speedshould not differ greatly from the governed speed when the engine isaccelerated.

During acceleration; in addition to centrifugal force there is availablethe inertia force andtherefore it is desirable to make the centrifugaland the inertia forces cooperate so that the governor acts promptly andbefore the engine has reached any excessive speed. The acceleration Hengages with the right-hand side of a block v forces are utilized toanticipate the action of the centrifugal forces.

Fig. 1 shows thegeneral arrangement of our invention.

Fig. 2 shows the cross-sectional plan view on the plane 2-2 of Fig. 1.

Fig. 3 shows the elevation of Fig. 2.

In Fig. 1, a carburetor is shown on the right hand side having a floatchamber l0, and a fuel nozzle I l discharging through the low-speedpassage l2 into the outlets l3 and I4, and thus into the mixture outletadjacent to the upstream lip of the butterfl throttle valve IS. The fuelnozzle l6 supplies the fuel for high speed operation. A restriction H,in the throat of the venturi in the air entrance, communicates with therestriction l8 located in the mixture outlet, through the bypass 2l.This bypass 2| communicates with a passage 20, through an orifice whichis controlled by an adjustable needle valve Ill. The vacuum in theventuri and in the mixture outlet are jointly communicated past thisadjustable. restriction IE to a chamber 21, the right hand wall of whichis formed by a diaphragm 25. A link 26 is connected to the throttle l5,which is also controlled by a tension spring 23. The result is that thethrottle is held wide open by the spring I and controls an atmosphericvent C shown in Fig. 2 which supplies atmospheric pressure through thepipe J to passage 20 at low speed and hence permitsthe throttle IE tobecome wide open.

For manual control below governed speed, a rod 28 engages with theelement 29 mounted on the throttle. l5, 'and positively closes thethrottle. When the critical speed of theeng-ine is exceeded, the airvent leading to passageJ is closed, and the vacuum is permitted to buildup in the chamber 21 and the throttle I5 is closed automatically.

Fig. 2 shows our specific invention in which a centrifugal weight Astretches a spring Bandcloses an orifice C. The orifice C communicatesthrough thepassage D with the atmosphere at vent E.v The valve Fisnormally open but may be closed by inertia forces. The parts A, B and C,are all contained in a block U rigidly connected to the shaft 22.Looselymounted on the shaft J .are two plates L and M, which holdbetween them two similar weights GG. A spring U (Figure 2).which ispushed. against a stop S,

which engages with the left-hand side of the block U. A pin R is carriedby the rocking levers Nand O. Lever O is pivoted at P to the plate L.Lever N ispivoted at Q to the plate M. An opening T in the plates L andM permits some movement of the pin R, relative to the plates L and M.

Operation On the plates L and M are mounted the rocking plates N and O,which carry the pin R. The weights GG are also carried by the plates Land M, so that any movement of the weights relative to the shaft 22 andblock U, causes the pin R to move the valve F and cut off communicationbetween the opening E and passage D.

In the view shown in Figure 2, rotation is clockwise. Hence, the valve Fis closed during acceleration because the weight G lags behind theengine driven parts and moves the valve F downwardly, cutting oficommunication between the shaft passage J connected to the inlet vacuumand the atmospheric vent E. The spring H is compressed duringacceleration, so that during acceleration the vacuum admitted throughthe center of the shaft passage J into the chamber K, is cut off fromthe atmosphere just as it is at high speed by the centrifugal weight A,so that the governor responds both to high engine speed and to excessiveacceleration. This causes the throttle to close so that when the load isthrown oi! and the engine tends to race, the inertia element anticipatesthe action of the centrifugal element, so that the over-run is reduced.

What'we claim is: C In a centrifugal governor for an internal combustionengine having throttle and a spring adapted to open said throttle,manna] means for closing said throttle, automatic ineans tor closingsaid throttle responsive to the suction in'the 1 air entrance to saidengine, an atmospheric air 1 trifugally operated means for closing saidatmospheric air vent, inertia responsive means adapt ed to also closesaid atmospheric vent, so that whenever the rate of acceleration exceedsa given value the throttle is closed.

" EIMER OLSON.

MILTON J. KI'I'ILER.

